Aluminum alloy rear crash beam for a vehicle

Abstract

This utility model provides an aluminum alloy rear bumper beam for automobiles, including an aluminum alloy main beam with side bumper blocks at both ends. The side bumper blocks have an L-shaped structure, and reinforcing bars are provided at the bends. This utility model's aluminum alloy rear bumper beam significantly improves the vehicle's rear-end protection against small-angle offset collisions and lateral impacts by integrally or welded L-shaped side bumper blocks at both ends of the main beam and adding reinforcing bars at the bends. It effectively compensates for the insufficient strength of original plastic bumper blocks and the weak lateral protection of commonly added aluminum alloy beams. Simultaneously, the reinforcing ribs on the back of the main beam greatly enhance the overall structural bending rigidity and energy absorption effect, achieving efficient absorption and dispersion of impact energy from all-round, multi-angle collisions at the rear of the vehicle, comprehensively improving the passive safety performance of the vehicle's rear.

Description

Technical Field

[0001] This utility model belongs to the field of anti-collision beam technology, and more specifically, it relates to an aluminum alloy rear anti-collision beam for automobiles. Background Technology

[0002] The original design of existing Toyota Alphard / Vellfire models uses two sets of plastic anti-collision blocks as the main energy absorption structure at the rear. These plastic anti-collision blocks have inherent limitations in terms of material strength and structural rigidity, resulting in relatively limited overall anti-collision performance. In particular, they are difficult to effectively absorb and disperse impact energy when dealing with rear-end collisions, posing a safety hazard.

[0003] To address the aforementioned safety issues, some users purchase and install aluminum alloy rear bumper beams to enhance protection. However, these common aftermarket aluminum alloy bumper beams are typically designed to enhance impact resistance directly behind the vehicle, i.e., frontal collision protection. Their protective effectiveness against impacts from the sides of the rear of the vehicle (such as small-angle offset collisions or side-rear collisions) is relatively low, failing to provide comprehensive and effective protection. Therefore, this paper researches and improves upon existing structures and shortcomings to provide an aluminum alloy rear bumper beam for automobiles, aiming to achieve greater practical value. Utility Model Content

[0004] To solve the above-mentioned technical problems, this utility model provides an aluminum alloy rear anti-collision beam for automobiles, which is achieved by the following specific technical means:

[0005] An aluminum alloy rear bumper beam for automobiles includes an aluminum alloy main beam, with side bumper blocks at both ends of the main beam. The side bumper blocks have an L-shaped structure and are reinforced with struts at the bends.

[0006] Furthermore, the aluminum alloy main beam is reinforced with ribs on its back.

[0007] Furthermore, both ends of the aluminum alloy main beam are provided with mounting slots for connection to the ends of the vehicle chassis beam.

[0008] Furthermore, the aluminum alloy main beam is provided with multiple sets of through holes for installing fasteners.

[0009] Furthermore, the aluminum alloy main beam and the side impact blocks are an integral cast structure.

[0010] Furthermore, the side impact blocks and the aluminum alloy main beam are separate structures, and are connected as one unit by welding after each is cast.

[0011] Furthermore, a positioning block is provided at the end of the aluminum alloy main beam, and a positioning groove for connecting the positioning block is provided on the side of the side anti-collision block.

[0012] Compared with the prior art, the present invention has the following beneficial effects:

[0013] This utility model relates to an aluminum alloy rear bumper beam for automobiles. By integrally or weldedly fixing L-shaped side bumper blocks at both ends of the main beam and adding reinforcing struts at the bends, it significantly improves the vehicle's rear end's protection against small-angle offset collisions and lateral impacts. It effectively compensates for the insufficient strength of original plastic bumper blocks and the weak lateral protection of commonly added aluminum alloy beams. At the same time, the addition of reinforcing ribs on the back of the main beam greatly enhances the overall structural bending rigidity and energy absorption effect, achieving efficient absorption and dispersion of impact energy from all-round, multi-angle collisions at the rear of the vehicle, and comprehensively improving the passive safety performance of the vehicle's rear end. Attached Figure Description

[0014] Figure 1 This is a front structural diagram of Embodiment 1 of this utility model.

[0015] Figure 2 This is a schematic diagram of the back structure of Embodiment 1 of this utility model.

[0016] Figure 3 This is a front structural diagram of Embodiment 2 of this utility model.

[0017] Figure 4 This is a schematic diagram of the back structure of Embodiment 2 of this utility model.

[0018] In the diagram, the correspondence between component names and drawing numbers is as follows:

[0019] 1. Aluminum alloy main beam; 101. Mounting slot; 102. Reinforcing rib; 103. Positioning block;

[0020] 2. Side impact block; 201. Reinforcing support strip; 202. Positioning groove. Detailed Implementation

[0021] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0022] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] Example 1:

[0025] As attached Figure 1 To be continued Figure 2 As shown, this utility model provides an aluminum alloy rear anti-collision beam for automobiles, including an aluminum alloy main beam 1. Side anti-collision blocks 2 are provided at both ends of the aluminum alloy main beam 1. The side anti-collision blocks 2 have an L-shaped structure, and reinforcing support strips 201 are provided at the bends. The L-shaped side anti-collision blocks 2 at both ends of the aluminum alloy main beam 1 significantly expand the protection area, especially against impacts from the sides of the rear of the vehicle (such as side-rear or small-angle offset collisions). The reinforcing support strips 201 added at the bends effectively enhance the rigidity and bending resistance of the L-shaped structure, preventing it from easily deforming or breaking under lateral impact, thereby greatly improving the absorption and dispersion effect of lateral collision energy.

[0026] Among them, the aluminum alloy main beam 1 is provided with a reinforcing rib 102 on the back to increase the section modulus and bending stiffness of the main beam itself, so that it deforms less and absorbs energy more efficiently when subjected to a frontal impact from behind, effectively improving the main beam's frontal impact resistance and overall structural stability.

[0027] The aluminum alloy main beam 1 has mounting slots 101 at both ends for connecting to the end of the vehicle chassis beam. The design of the mounting slots 101 allows the aluminum alloy main beam 1 to be directly and securely sleeved or embedded into the end of the vehicle chassis beam, achieving a tight and rigid connection with the main load-bearing structure of the vehicle body and improving the stability of the installation.

[0028] The aluminum alloy main beam 1 is provided with multiple sets of through holes for installing fasteners; the multiple sets of through holes facilitate the use of bolts and other fasteners to make multi-point and firm auxiliary connections between the main body of the aluminum alloy main beam 1 and the vehicle body, further enhancing the overall fixing strength and reliability of the anti-collision beam on the vehicle body and preventing it from loosening during a collision.

[0029] Among them, the aluminum alloy main beam 1 and the side anti-collision block 2 are integral casting structures; the integral casting structure eliminates the connection interface between the main beam and the side block, giving the overall structure extremely high structural rigidity and connection strength, and simplifying the manufacturing process.

[0030] Example 2:

[0031] As attached Figure 3 and attached Figure 4 As shown, the difference from Embodiment 1 is that the side impact block 2 and the aluminum alloy main beam 1 are separate structures, which are connected as one piece by welding after casting. The separate casting structure reduces the complexity of individual castings and mold costs, and improves the casting yield. The welding connection can also achieve a firm combination between the main beam and the side block, providing manufacturing flexibility. The end of the aluminum alloy main beam 1 is provided with a positioning block 103, and the side of the side impact block 2 is provided with a positioning groove 202 connected to the positioning block 103. The matching design of the positioning block 103 and the positioning groove 202 provides a precise positioning reference for the side impact block 2 and the aluminum alloy main beam 1 before or during welding, so as to ensure the accuracy of the angle and position of the two separately manufactured parts during assembly, simplify the welding positioning tooling, improve welding efficiency and finished product accuracy, and ultimately ensure the connection quality and the consistency of the overall structure.

[0032] The embodiments of this utility model are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the utility model to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical applications of this utility model, and to enable those skilled in the art to understand this utility model and design various embodiments with various modifications suitable for a particular purpose.

Claims

1. An aluminum alloy rear crash beam of an automobile comprising an aluminum alloy main beam (1), characterized by: The aluminum alloy main beam (1) is provided with side anti-collision blocks (2) at both ends. The side anti-collision blocks (2) are L-shaped structures and are provided with reinforcing support strips (201) at the bends.

2. The aluminum alloy rear crash beam of an automobile as recited in claim 1, wherein: The aluminum alloy main beam (1) is provided with a reinforcing rib (102) on its back.

3. The aluminum alloy rear crash beam of an automobile as recited in claim 1, wherein: Both ends of the aluminum alloy main beam (1) are provided with mounting slots (101) for connecting to the end of the vehicle chassis beam.

4. The aluminum alloy rear crash beam of an automobile as recited in claim 1, wherein: The aluminum alloy main beam (1) is provided with multiple sets of through holes for installing fasteners.

5. The aluminum alloy rear crash beam of an automobile as claimed in claim 1, wherein: The aluminum alloy main beam (1) and the side anti-collision block (2) are an integral cast structure.

6. The aluminum alloy rear crash can beam of claim 1 wherein: The side impact block (2) and the aluminum alloy main beam (1) are separate structures, and are connected as one unit by welding after each is cast.

7. The aluminum alloy rear crash beam of an automobile as recited in claim 6, wherein: The aluminum alloy main beam (1) is provided with a positioning block (103) at its end, and the side of the side anti-collision block (2) is provided with a positioning groove (202) connected to the positioning block (103).

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